l-anohestee



(No Model.) 2 Sheets-Sheet 1-`..`

F. W, LAN0HSTER.. COOLING DEVICE FOR BXPLOSIV-'BNGINES.

No. 596,271. v Patented Dec.. 28, 1897.v

m: Nonms Ferias co. Hom-nwo.. wAsmNoToN. n. c.

(No Model.) 2 Sheets- S'heet 2.

I. W. LANCIINSTBR. I, c'ooLING DEVICE IoII BXPLusIvE ENGINES.

No. 596,271.. Patented Dec. 28, 1897.

'a www.

y Invent/11".'

UNTTnn STATES PATENT Tirion.

COOLING DEVICE FOR .EXPLOSIVE-ENGINES.

SPECIFICATION forming part of Letters Patent No. 596,271, dated December 28, 1897.

i 'Application iled November 30, 1896. Serial No. 614,037. (No model.)

To all whom t may concern.-

vshown in Fig. l.

Be it known that I, FREDERICK WILLIAM LANCHEs'rER,engineer, a citizen of Great Britain, residing at Cobley I-Iill, Alvechurch, in the county of Worcester, England, have invented certain new and useful Improvements in Cooling Arrangements for Gas and Oil Motor Engines, of which the following is a specification.

My invention relates to improvements in the cooling arrangements of gas and oil motor engines. A

My invention consists of improved mechanical arrangements whereby the temperature of the walls of the motor-cylinder and compression-space can be kept uniform by the passage of air over the cylinder-walls. A

The accompanying sheets of drawings illustrate my invention.

Figure I is a side elevation of my improved mechanisnr as applied to a gas-engine with the cover on the fly-wheel and fan-casing removed. Fig. 2 is a horizontal section on the line y z, Fig. l. Fig. 3 is an elevation of the arrangement from the opposite side to that Fig. 4 is a detail, on an enlarged scale, of portion of the mechanism shown on Figs. 2 and 3.

In carrying my invention into effect, as illustrated in the accompanying drawings, I preferably construct the motor-cylinder A, Figs. 2 and 3, of steel tube, and force or shrink thereon a 'number of rings B, of copper. These rings are clearly shown in longitudinal section at Fig. 2. The rings are of copper or other good conductor of heat and leave suficient space between them for the circulation of air. After fixing the rings B in position on the cylinder A, I sometimes turn them thinner toward their edges, so as to increase the air-spaces between them without appreciably diminishing their efficiency. Around the rings B and cylinder A, I fix an outer casing O, having an air-inlet E and an outlet P, both oflarge area. The air-inlet E is connected to a casing Q, completely inclosing the iiy-wheel rim D, this casing Q, with the cover Q removed, being clearly shown on Fig. 1. On the fly-wheel rim D, I iiX a number of vanes C, thus Amaking it serve the additional purpose of a centrifugal fan, causing a steady current of air to pass between the rings B by the large port P, all as shown by arrows in Figs. l, 2, and 3 of the drawings.

On the outlet P of the casing O, I place a rotary damper G, Figs. 2 and 3, and regulate it automatically in the following manner.

Referring more particularly to Figs. 2 and fi of the drawings, I construct a compound shaft of an outside tube H and a central core H, fitting it easily, the tube H and core H' being of metals having dierent coefficients of expansion. Y The core H and tube I-I are rigidly secured to each other at the end R, preferably by means of cotters fr r, as shown, but at the end T the tube H carries two collars L L, firmly secured to it, while the core I-I is free to move longitudinally in the tube H and carries by means of a cotter a sleeve M, riding loose upon the tube H, a slot t being cutin the tube I-I to allow free longitudinal movement of the cotter t. This compound shaft I place in the path of the heated gases from the outlet P, and I drive it by the skew-gearing X, the connection between the end R of the shaft and the skew-gearing being prefer? ably, as shown, by means of a socket and square W. Bevel-wheels S S are placed on the spaces between the collars L L and the sleeve M and run loosely upon the tube H, and they gear with'a third bevel-wheel U, keyed on the spindle V, which either by a worm drives directly the damper G or, as shown-on the drawings, by a chain-drive h operates a second shaft c', upon which the wormj is fixed, gearing into teeth cut on the edge of the damper G. As long as the outgoing air from the opening P is at the desired temperaturel the core H and tube I-I are of such length that both bevelwheels S S ride loosely and consequently do not operate the shaft U or rotate the damper' G in either direction. Any deviation, however, above or below this temperature causes a corresponding difference of expansion between the coreH and the tube Il, so that,

IOO

bevel-wheel S is rotated and through the gear ing U, V, 7L, i, andy' operates the damper Gr to increase or diminish the quantity of air passing, and thereby restore its temperature to the desired point.

A special advantage of the cooling device hereinbefore described and illustrated is found inthe establishment of a centrifugal convectioncurrentl The air in traversing the jacket becomes heated in the immediate proximity of the hot cylinder-surface, and being of less density than the cooler air, owing to the curvature of its path, a centrifugal conveetion-current is established.

I may construct the conducting-rings B of castings instead of stampings, and they may have projections or corrugations formed on the surfaces to break up the aircurrent and expose the whole of the air to the heated surface.

Having thus described my invention, what I claim as new, an d desire to secure by Letters Patent, is

l. In combination with the cylinder of a gas or oil engine, a jacket inclosing the same, means for forcing air into the jacket, and an air-blast-regulating' device consisting of a damper and a compound variable-expansion shaft located in the path of the air-blast with means for driving it from the engine to close or open the damper, substantially as described.

2. In combination, the cylinder, the airjacket, the means for supplying an air-blast to the jacket, thc damper and the thermal regulator connected with the damper to control the position of the same, the said regulator being located at the exit of the blast and being adapted to be heated by direct contact with the air passing from said jacket, substantially as described.l

The combination of the cylinder of a gas engine, the jacket inelosing the same, means for forcing air into the jacket, and an airblast-regulatin g device com prisin g a damper, a compound variable-expansion shaft eXtending across the exit of the air-blast and the connection between the said regulator and the engine for driving the compound shaft, substantially as described.

In witness whereof I have hereunto set my hand in presence of two Witnesses.

FREDERICK WILLIAM LANCIIIISII'IR. iVitnesses:

WILLIAM EDWARD EVANS, ALBERT EDWARD PARKER. 

